The Bandit 1250, which was last in Suzuki’s UK line-up in 2012, gets minor updates including a re-designed fairing, claimed to offer better weather protection.

The 1255cc in-line four will be in showrooms from March 16.

Suzuki said in a release: ‘The Bandit, which uses Suzuki's proven 1255cc inline four cylinder engine famed for its low down torque and smooth power delivery through the rev range, is highly regarded for its usability and versatility. Now an iconic name in motorcycling, the Bandit has found fame with those looking for a capable tourer, comfortable commuter, and weekend toy; the Bandit ticks all the boxes.’

Suzuki GB Marketing Manager Rob Cooper added: ‘Since the original 600 arrived in the UK, the Bandit name is one of the most recognisable in motorcycling, rivalling even our own GSX-R range for popularity. We're delighted to be bringing it back for 2015 and to be doing so at an incredibly competitive price. We know what Bandit means to our customers, and are very confident owners will enjoy the updated one as much as they have the previous versions.’

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APART from providing endless schoolboy sniggers the Wankel rotary engine is one of the greatest near-misses of 20th century engineering. It promised to revolutionise the bikes we rode and cars we drove, but despite decades of work never quite overcame the problems that prevented it from becoming a mainstream hit.

We won’t go into detail about how Wankels work, since it’s a slightly mind-bending concept based on a mind-bending movement that seems to virtually defy logic (see a great animation here). But the basic idea of getting rid of all the reciprocating bits of a normal engine – the pistons, con-rods, valves – and replacing them with a design that does the same suck-squeeze-bang-blog sequence using purely rotating parts is, frankly, genius. Sadly it’s genius that’s hamstrung by a couple of flaws - most notably difficulties in sealing the rotor tips - which have effectively ended its challenge to conventional piston engines.

We all know about Nortons and Suzuki RE5s, but there has been a host of other Wankel-engined bikes over the years, from prototypes to full production models. Here’s our top 10 pick.

10: Hercules/DKW W-2000

First on our list comes the earliest production Wankel motorcycle. The Hercules, which was marketed as a DKW in the UK, was sold for most of the 1970s and as such was one of the most successful rotaries in terms of numbers built. Sadly, despite the bike’s muscular name it was a little limp at around 30bhp from 294cc (although capacities of Wankel engines don't necessarily bare direct comparison to those of piston engines), and despite being German its build quality was patchy at best.

9: Yamaha RZ201

No, you didn’t miss something. Yamaha hasn’t ever made a production Wankel bike. But it nearly did, and this was it. Revealed at the 1972 Tokyo Motor Show, the RZ201 had a 660cc Wankel and made 66bhp. Although pretty tidy-looking, only a couple of prototypes are believed to have been made. If you like the look, though, you can always try to find a conventionally-powered Yamaha TX750 – it used the same frame and suspension and looks virtually identical to the prototype RZ201.

8: Norton Interpol II

Norton spent most of the 1970s fiddling with prototype rotary-powered bikes, but it took until 1984 before finally creating its first production Wankel, the Interpol II. But you still couldn’t actually buy one. Not unless you were a police force or breakdown service, that is. Of course, they turn up occasionally in private hands these days, but these were really somewhere between prototype and production machines. If that fairing looks familiar it’s because it was borrowed from the BMW R100RT that was the favoured cop bike of the day.

7: Kawasaki X99 RCE

Back to prototype waters again here, but Kawasaki’s twin-rotor X99 was clearly carefully considered for production, since the firm went to the effort and expense of buying a licence to build the Wankel motors. Shown in 1972, it was purported to be a 900cc machine making 85hp, but it disappeared without trace.

6: Norton Classic

After endless development the Norton Classic was the first proper production rotary from the British firm. Using the same air-cooled, twin rotor 588cc motor from the Interpol II and made as a limited edition of just 100 bikes, it was seen as a first step towards the comeback of both the rotary and Norton as a real motorcycling power when it reached production in 1987 – a full 11 years after the last serious Wankel production bike, the Suzuki RE5, had been dropped.

5: Van Veen OCR1000

One of the few motorcycle firms to emerge from Holland, Van Veen’s attempt to make a Wankel bike was ambitious. The twin-rotor, 996cc engine (actually developed by NSU and Citroen and originally intended for a car) made a claimed 107bhp and was said to give the bike a 135mph top speed – not too shabby in 1978 when production finally started, several years after the first prototypes had been made. Looked pretty good, too, although the rotary motor isn’t as aesthetically pleasing as a piston engine. Buyers weren’t convinced, and only 38 were made before the project folded in 1981. A 2011 attempt to revive the bike with a ridiculous €85,000 price tag is supposed to have added another 10 machines to that total.

4: Norton Commander

The ‘P53’ Commander of 1989 was another proper production bike, this time with Norton’s new water-cooled twin-rotor engine. And it wasn’t too bad by all accounts, even if you needed to be slightly obsessed with either the Norton name or the unusual engineering to choose one over, say, a BMW or Honda. The firm’s success in racing at the time, using a derivative of the Commander’s engine, helped give it a boost.

3: Suzuki RE5

Realistically, if you want to experience a rotary-engined bike, you’re almost certainly going to end up with an RE5. While the other contenders on this list were made in tiny numbers, the Suzuki remains arguably the only bike to have been truly mass-produced. Go onto eBay right now and there will probably be one or two available. The engine is only a single-rotor design (which means there’s a bit less to go wrong) and with 62bhp it wasn’t madly powerful even in 1974. But it’s smooth and intriguingly-styled, particularly in its initial form, with barrel-shaped instruments and tail light, which were replaced by conventional units in 1976.

2: Norton F1

Given the fact that Norton was enjoying racing victories again with its rotaries in the late '80s, it seemed odd that the first production bike it built around the engine was the Commander tourer. That was remedied in 1990 with the launch of the F1, which was nearly a proper sports bike. Its styling was pretty decent, albeit reminiscent of the first-gen CBR600, CBR1000 and Ducati Paso. Its all-enclosed fairing also meant it lacked the hard, race-rep look that would have really played on the firm’s on-track success. Shame, because the bits underneath were serious and included a beautiful aluminium Spondon frame and high-end WP suspension. Around 130 were made and prices today are steep.

1: Norton F1 Sport

But not as steep as prices of the even rarer 1991 F1 Sport, which finally gained proper race-rep styling like that on the firm’s BSB and TT bikes. Unfortunately, the firm only ‘got it right’ by something of an accident, as by 1991 Norton was in its death throes. The F1 Sport was more an effort to use up the remaining parts at the factory than a serious attempt to woo buyers in big numbers. Technically, its much the same as the F1, but with the race bike’s seat unit and new side panels that allow that Spondon frame to finally be seen. Unfortunately, the even better looking F2, shown as a prototype in 1992 and intended to be a cheaper follow-up to the F1, never reached production.

Want more?

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BACK in the late 1990s the closest you’d get to experiencing the violence of a MotoGP bike was on this PC game Microprose GP500.

In pursuit of realism, it was next to impossible to complete a lap at racing speeds, which probably didn’t do much for the game’s sales. But it did have the whole 1998 500cc field to choose from, and our favourite was always the Honda NSR500V of Jurgen van den Goorbergh, as seen in this clip. True to reality, it wasn’t as quick as the four-cylinder 500s, but it was fractionally less likely to flick you into the gravel at the first hint of a corner.

Now there’s the chance to discover just how close it was to reality by buying an actual ex-van den Goorbergh NSR500V, the twin-cylinder machine fielded by HRC as an alternative to the usual four-cylinder NSR. Okay, so this one, listed on eBay, is a 2001 model, with the double-sided swing-arm instead of the original’s single-sider. It still looks the part, with the bright orange Rizla+ paint scheme of the one in the game. Check out our gallery of pictures below and the eBay ad here.

Listed by Craigs Honda in Shipley at £85K, it's a bit more expensive than the computer game. Then again, Honda's forthcoming RC213V-S (if it ever is forthcoming) is expected to cost about £100k, and that's not even a real GP bike.

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CASEY Stoner is considering a return to racing in the Suzuka 8-Hour, according to reports in Italian media.

In rumours spreading rapidly across the internet, Stoner is said to be interested in the Japanese endurance race in July because it could offer a return to racing without the media commitments of his MotoGP career.

Since his 2012 retirement from MotoGP, the two-time former world champion has continued to work with Honda as a test rider. He recently tested the Suzuki 8-Hour CBR1000RR Fireblade at Sepang.

Following the Sepang test, in which he also rode Honda’s latest RC213V MotoGP bike, he said he would go to a ‘few events’ with HRC this year but did not elaborate on what they might be.

A racing return in the Suzuka 8-Hour with Honda could make Stoner team-mate to double winner and World Supersport champion Michael van der Mark.

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YAMAHA has created an online simulation of the new R1’s electronics menu, so prospective owners can learn in advanced how to navigate the options.

The simulator includes handlebar controls operated with the computer mouse, and an image of the 2015 YZF-R1’s digital dash.

By playing with the controls, users can learn how to change the settings of the complex electronics package, derived from that of the YZR-M1 raced by Valentino Rossi and Jorge Lorenzo in MotoGP

The simulator, on Yamaha’s US motorsport website, lets users change throttle maps and adjust the R1’s traction control and slide control settings. It also lets you create your own riding modes with bespoke settings.

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Last year Johnson won the first Supersport race of 2014 with Smiths Triumph.

Following the team's decision to sign Martin this year, Johnson told the Belfast Telegraph: 'I suppose the lure of Guy and the TV exposure he brings was too hard for them to turn down.'

Now the team has responded in a statement from manager Rebecca Smith, in which she says Johnson's 'financial expectations' had changed.

The statement also followed criticism on social media.

Smith said: 'Whilst delighted to have confirmed our plans of the 2015 TT Races, we have been very disappointed with the subsequent comments on the various media platforms.

'For the record, Gary was offered the Supersport TT ride with us for the 2015 TT back in October 2014, when I met with him at the final round of the MCE British Superbike Championship.

'Those initial discussions highlighted that Gary’s financial expectations had transformed drastically since him riding for us in 2014 and, whilst we were prepared to improve the package for 2015, they were just too far apart from what our budget allowed and this was made clear at that very early stage.

'As a team, the deal from our side had not changed logistically. The bike is better having undergone further development work, the crew he would be working with would be the same and the testing plan would have been as 2014.

'I am not prepared to disclose any of the financial discussions that took place between Gary and I as I deem these to be confidential, but I will say that those which have been printed in the media over the last week or so are vastly incorrect.

'Right up until recently, the deal was still on offer to Gary but we were not prepared to increase our initial offer. We were subsequently approached by Guy Martin who asked if he could acquire a Triumph Daytona 675R from us to use at the 2015 Isle of Man TT Races.

'As a result, and realising that the 2015 festival was only three months away, and having not reached an agreement with Gary, we agreed to supply that earmarked machine for Guy to use.There is no hidden agenda with the deal with Guy, no television or commercial deals as some are suggesting. We want to work with him and he wants to work with us, there really is nothing more to it than that.'

MICHAEL Rutter will be spearheading the Paton effort at this year’s Isle of Man TT in the Lightweight class, which will be overseen by 10-time TT winner Ian Lougher.

Paton Motorcycles has recruited Lougher to ‘oversee the fortunes’ of their Lightweight effort, under the banner Paton/Team ILR.

The Paton S1 was homologated last year just in time for the TT and finished sixth in the Lightweight class thanks to Olie Linsdell.

Rutter has achieved four TT victories since his debut in 1994, including three SES TT Zero race wins and a Junior TT win back in 1998, along with numerous podiums. He is currently the 10th fastest rider of all time around the Mountain course with a lap speed of 130.637mph.

Rutter said: 'I am really excited to be asked to ride the Paton in the Lightweight race. Paton is a small passionate Italian company who are steeped in racing history and renowned for building great motorcycles.

'The bike looks fantastic, and considering how little testing time Olie had on it last year, due to the last minute homologation checks etc, he still ended up 3rd quickest in practice, and was able to bring it home in 6th position in the race, so I can’t wait to ride it.'

Paton and Welshman Lougher have worked together numerous times and achieved a dramatic win in last year’s 500cc Classic TT on-board Steve Linsdell’s Team Flitwick 1968 CMM Paton BIC 500, despite a 30-second penalty for skipping the pits in lap two.

Lougher said it was a 'great honour' to be asked to run Paton's Lightweight effort at this year’s TT.

'I have been a big fan of the Italian manufacturer for a long time, and followed their racing exploits for many years through the two stroke era in 500cc GP’s to the present day, where Olie took a fantastic top 6 finish in last year’s race,' he said.

'With so much more development this time around, and with Michael sat in the hot seat, I am sure together we can put Paton back on the rostrum where they belong.'

GOD knows we detest pointless health and safety rules here at Visordown, but it turns out there’s a reason petrol stations don’t like us refuelling from the seat.

It’s because, in the unlikely event of the bike bursting into flames, sitting on it is not where you will want to be – as shown in this video.

According to Indian car and bike websites Rushlane.com, which uncovered the CCTV clip, the bike caught fire when the automatic shut-off failed and the pump attendant overfilled the tank, spilling fuel on the hot engine. Although the headline on the clip says it's a KTM Duke 390, it's actually a 200, according the site.

The rider suffered burns to his right arm and thighs, and is recovering well, the site reports.

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FROM the moment Yamaha unveiled the all-new 200hp R1 last year, it was clear it was going to be a serious weapon. It was, the firm said, developed not from the outgoing model, as with previous versions, but from the YZR-M1 raced by Messrs Rossi and Lorenzo in MotoGP.

Even so, I didn’t expect it to feel quite so compact, controllable and blindingly quick as the blue-and-silver missile that howled to almost 180mph on the Sydney Motorsport Park’s pit straight, then slowed with brief ferocity before flicking into the fast, fourth-gear left-hander.

At the end of the 2005 MotoGP season, I rode Rossi’s championship-winning bike at Valencia, which by coincidence has a very similar first couple of bends. I was surprised by how much this R1 reminded me of it.

Even the M1 of nine years ago remains in a distinctly different class to this production R1. Rossi’s race bike produced 243hp and weighed 148kg dry, which makes this latest R1’s claimed 200hp and 186kg without fuel (so about 170kg dry) seem almost ordinary. But the R1 does have a fantastically sharp, light, racer-like feel as well as lashings of power.

This new street bike’s figures put it right up there with BMW’s S1000RR, and there’s so much more to this R1 than vital statistics. It’s not just more powerful and lighter than the previous model but much more compact and refined, especially with an M1-based electronics package that is arguably the most advanced and sophisticated of the current superbike bunch.

Yamaha left no performance-enhancing stone unturned in developing this R1, starting with a 16-valve engine that keeps the old model’s 998cc capacity but has more over-square dimensions (79 x 50.9mm from 78 x 52.2mm), a higher compression ratio, new rocker-arm valve operation, narrower valve angle and the first fracture-split (made in one piece, then cracked in half) titanium con-rods on a production bike.

The chassis is also completely new, based on an aluminium Deltabox frame that follows the YZR-M1 by having a central air intake pipe running through the headstock to an airbox that is 24% larger than its predecessor. Naturally, the injection system is also new, with a choice of four throttle response maps. Steering geometry is unchanged but the swing-arm and wheelbase are both shorter.

This bike’s claimed weight with a full tank is 5kg lighter than the S1000RR’s, whose power output is virtually identical, at 198hp. That weight saving didn’t come by accident: the R1’s fuel tank is made from aluminium instead of plastic; the rear sub-frame, engine covers and even the wheels are magnesium; and the four-into-one exhaust is mostly titanium.

But it’s the electronics – roughly 90% of the M1’s system, according to project leader Hideki Fujiwara – that make the biggest difference over the old R1. The heart of the operation is a compact device called an IMU, or Inertial Measurement Unit. This basically consists of three gyros that measure pitch, roll and yaw, plus three acceleration sensors that measure forward/back, sideways and vertical movement. Between them, they can detect exactly what the bike is doing, 125 times per second.

This in turn has allowed Yamaha to introduce a long list of features and acronyms. Alongside the updated TCS traction control system (which as before works by sensing the difference in front and rear wheel speed) there’s the new SCS slide control system, which can detect when the rear wheel is stepping out. There’s an anti-wheelie function (called LIFt), a launch control system for race starts, and a unified brake system (UBS).

It’s complex stuff, but Yamaha has done a good job of making it simple to use. The various levels of all the systems, including the four power modes, can be selected via a button on the left bar. On the right there’s another button for what’s called Yamaha Ride Control System. This allows the rider to select from four of his own groups of pre-settings. So, for example, you can have one group of settings for fast road or track, another for town and one for rain, each one programmable with your own desired levels in each electronic function.

All this info is shown in a compact and attractive thin film display that gives a choice of road or race views. That sits beneath a screen shaped for aerodynamics but slightly taller than some race-replica ones. ‘Compact’ is a word that will be used a lot to describe this R1. Its seat is slightly taller, giving a fair bit of leg room. I’m very tall and didn’t feel cramped. And yet even in the pit lane it felt light, small and racer-like.

The motor’s a gem: not just plenty powerful up top but smooth, flexible and characterful for a straight four, as it bellows that unique crossplane sound from the four-into-one. Despite its even more over-square dimensions, it seemed respectably strong low down, happily pulling from below 4,000rpm in fourth and fifth, when I rode the first session’s cool-down lap several gears too high. The top-end charge didn’t seem quite as vicious as the S1000RR’s or Ducati1299 Panigale’s, but perhaps that was due to the wheelie control doing its stuff to stop the front-end lifting.

The week-long international press launch was hit by rain, but I was among the last group of journalists to ride the bike, and benefited from much improved weather. On a hot Sydney day, throttle response proved superb; so much so that there was no reason to use anything other than the most aggressive power mode. The quick-shifter worked flawlessly, too, although the R1 doesn’t have the auto-blipper that allows clutch-less downshifts on the BMW and Ducati.

Handling was just as you’d expect from a light, short, stiff, race-bred bike. The 43mm KYB fork-tops protrude through a neatly finished top yoke, complete with adjusters for pre-load, compression and rebound damping. The bike had been well set up by Yamaha’s test riders and needed only a fraction more fork pre-load to corner with sublime control on a circuit ranging from a fast, bumpy left-hander, where stability is the prime requirement, to low-speed bends that put a premium on flickability.

The Yamaha passed both tests and all those in between, its super-sophisticated electronics helping make it as safe as it was fast. Over a couple of crests it snapped its bars briefly but always settled down with minimal fuss, the anti-wheelie software helping it charge forward and working in a very smooth, subtle way.

The Bridgestone RS10R tyres – a softer, track day oriented version of the RS10 that the bike is delivered with – gave heaps of grip, and meant you really had to dial in plenty of throttle to get the rear moving. Frankly I couldn’t tell the difference between the traction control and slide control, but between them they make a formidable partnership. You really can just wind open the throttle at full lean on the apex of a bend, and let the IMU sort out those 200 horses.

Stopping power was impressive, too, thanks to new monobloc calipers biting 320mm discs. Yamaha’s Unified Brake System adds a bit of rear anchor when the front is applied, and uses the IMU to adapt to lean. It’s not a full cornering ABS system like the 1299 Panigale’s but still slowed the Yam mighty swiftly.

It adds up to a stunningly quick, capable bike that puts Yamaha right back in the superbike race. Inevitably it will be firm and uncompromising as a street bike, but that flexible engine and light, agile chassis will be assets for fast road riding too.

The R1 is right up in the sharp end of the class, and at £14,999 it’s equally competitive in the showroom. In such a closely-fought class, I’m not sure yet which machine my money is on as the outright best. But if you want the full MotoGP experience from a production bike, the R1 is about as close as it gets.

YZF-R1M

After three sessions on the standard R1 we got two on its upmarket, limited-edition derivative, the R1M. It combines the same power plant with a chassis featuring carbon-fibre bodywork and Öhlins semi-active suspension, controlled by the same IMU and with slightly stiffer springs. This is very similar to the system used by the 1299 Panigale, and every bit as impressive, as well as easier to fine-tune via Yamaha’s simple but effective push-button display.

As with other semi-active systems the biggest benefit is that it allows the suspension to be firm when needed (typically the front under braking, the rear under acceleration) and compliant when not. This was well illustrated in the long, super-fast and pretty bumpy first turn, where you need to brake from high speed. The R1M was firm on the brakes yet floated over the bumps notably better than the standard bike. And when I wanted a bit of extra compression damping it took only a few seconds’ of button pressing to dial it in.

The R1M also comes with a polished aluminium tank and swing-arm, a slightly fatter, 200-section rear tyre (also an RS10, although we were treated to super-sticky Bridgestone slicks on the launch), and a GPS-enabled data-logger. But before you get your hopes up, only 75 are coming to the UK this year - and they’re all accounted for, despite costing £18,499.

Model tested: 2015 Yamaha YZF-R1 and YZF-R1M

Engine: 998cc in-line four

Price: £14,999 (R1M £18,499)

Power: 200hp

Torque: 83lbft

Wet weight: 199kg (full tank)

Tank capacity: 17 litres

Seat height: 855mm

Available: March (R1M sold out)

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LIMITS on the consumption of illegal drugs before driving have been set for the first time under new legislation introduced today.

Drivers and motorcyclists face up to six months in prison for exceeding very low limits set on eight illegal drugs including cannabis and cocaine.

The legislation, which covers England and Wales, also sets limits for eight prescription drugs including morphine.

Police will use new roadside drugs testing kits to measure cannabis and cocaine in saliva. Tests for other drugs including ecstasy, LSD, ketamine and heroin can be done at police stations.

Officers will also be able to re-test for cocaine and cannabis at police stations, even where drivers have passed roadside checks.

A conviction will lead to a minimum one-year’s driving ban and a fine of up to £5,000.

The limits set for medicinal drugs exceed normal prescribed doses.

Road Safety Minister Robert Goodwill said: ‘This new law will save lives. We know driving under the influence of drugs is extremely dangerous; it devastates families and ruins lives.

‘The government’s message is clear - if you take drugs and drive, you are endangering yourself and others and you risk losing your licence and a conviction.’

Sarah Sillars, CEO of the Institute of Advanced Motorists, said: ‘The new law is a real step in the right direction for the eradication of driving under the influence of drugs. The IAM has always stated there should be no doubt to drivers and riders as to what the correct course of action should be; no-one should be driving while under the influence of alcohol or any illegal drugs in your system.’

Greater Manchester Police has said it will delay enforcing the new law until it is satisfied the procedures ‘withstand legal scrutiny’.

Ch Insp Mark Dexley said: ‘We have taken the decision, in GMP, not to make use of the legislation while we satisfy ourselves that the legal and procedural issues involved in prosecuting these cases can properly withstand legal scrutiny.

‘This will be a temporary delay whilst we ensure our equipment has the right certification and our officers have the right training and understand the required procedures. We are mindful that if we get this wrong then a significant amount of court time and public money could be wasted.’

New penalties for drug driving

If you’re convicted of drug driving you’ll get:

A minimum one-year driving ban

A fine of up to £5,000

Up to 6 months in prison

A criminal record

Your driving licence will also show you’ve been convicted for drug driving. This will last for 11 years.

The limits

Illegal drugs

Substance

Limit (micrograms per litre of blood)

Cocaine

10

Delta-9-tetrahydrocannibinol (cannabis)

2

MDMA (ecstasy)

10

Ketamine

20

Lysergic acid diethylamide

1

Methylamphetamine

10

6-monoacetylmorphine (heroin)

5

Benzoylecgonine

50

Pescription drugs

Substance

Limit (micrograms per litre of blood)

Morphine

80

Diazepam

550

Clonazepam

50

Flunitrazepam

300

Lorazepam

100

Oxazepam

300

Temazepam used to treat anxiety or inability to sleep

1,000

Methadone used to treat drug addiction

500

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